Railway-track



(No Model.)

J. HAISH.

RAILWAY TRACK. No. 404,401.

Patented June 4, 1889.

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UNITED STATES PATENT OFFICE.

JACOB HAISH, OF DE KALB, ILLINOIS.

RAI LwAY-TRCK.

SPECIFICATION forming part of Iletters Patent No. 404,401, dated J' une 4, 1889.

Application filed July 27, 1888. serial No. 281,170. (No model.)

To all whom, t may con/cern:

Be it known that I, JACOB HAISH, a citizen of the United States, residing at De Kalb, in the county of De Kalb and State of Illinois, have invented certain new and useful Ilnprovements in Railway-Tracks; a'nd I do hereby declare the following to be a full, clear,

and exact description of the invention, such as will enable others skilled in the art to which lt appertains to make and use the same, reference beillg had to the accolnpanyin g drawlngs, and to letters or figures of reference lnarked thereon, which form a part of this specification.

My invention has reference to certain improvelnents in railroad-tracks, both in the rails and in the ties for seating the same.

One object of my invention is to dispense with the ordinary lateral iish-plates, and thereby render it practicable to use a lower rail. It ls Well known that there is great lateral pressure outward upoll the rails when in use from the lateral surging of the train thereon. Particularly is this the case at the curves in the track where the outer rail is relied upon to give the train its changed direction. It is obvious that the higher the railis the greater leverage this side motion of the train has upon the rail-fastening, as the pressure or concussion from the iiange of the car-wheel is against the inner side of the crest of the rail. Heretofore the vertical portion of the side of the rail-that is, the interval between the lateral iianges and the crest thereofhas been required to be of sutlicient width to permit the placillg of the external fish-plate at the joint of the rail, and yet have the wheels carried at such a height above the same that the radial iiange on the car-wheels would be carried a sufficient height above said plates'and the heads of the bolts which hold the same as not to come in contact therewith. In my invention by dispensing with 'these ou tside lishplates there is no reason why the crest of the rail may not be lowered to an altitude just sul'iicient to perlnit said flan ge on the carwheels to be carried sllch distance above the lateral flange of the rail as to clear said rail flange or any obstructioll restillg thereon.

Another advantage in lny form of rail consist-s in the fact that I give .the rail a central support and also two lateral supports, the latter being directly under the sides of the crest of the rail, whereby the usual battering down of the edge of the crest of the rail is avoided.

In colnbination with my ilnproved rail I use an iron tie provided with lllgs adapted to project over the base-flanges of the rails and hold said rails in position without the use of spikes. Old and disused rails of the ordi-nary formation lnay be utilized for such ties by being inverted and having the-engaging-lugs formed from the lateral iianges of such old rails, and in the drawings I have shown such old form of rails adapted to be'used as a tie; bllt iron ties-"can be made expressly for this purpose. Y

In the drawings, Figure l is a partial perspective of the en'd of the rail in position llpon the tie. Fig. 2 is a cross-section of the track, including the rail and tie. Fig. 3 is a plan of the same, exhibiting the adjacent ends of the rails in position on the tie. Fig.4 is a longitudinal section of the rail and cross-section of the ties. Fig. 5 is a View of the bottoln of the rails at their point of junction, exhibiting the corrugated bars or iish-plates resting in the vertical recesses formed in the base of the rail and extending a short distance within the end of each rail.

`A is the rail, formed witll vertical sides and the usual lateral iianges A at the base thereof and provided with vertical longitudinal recesses B B, formed in the under lside of said rail. The rails .A are further provided with the diagonally-formed ends O. The ends C oi' each rail are parallel with each other, so that in forming thev junction of the rails the extreme ends of each will project past that of the other and form the diagonal junction exhibited in Fig. 3. This junction may be formed as'loosely as the ordinary transverse joint for the purpose of affording rooln for expansion, or the junction in my rail lnay be lnade closer than is llsual with the transverse joint, and expansion in my rails lnay be provided for by perlnitting the ends of the rails to slip slightly past each other. The advantage of this diagonal junction, as before stated, consists in making the rail substantially con- IOO tinuous, so that the tread of the passing wheel shall he supported upon the second rail before leaving the previous rail.

l) l) are corrugated short bars placed, resl'iectively, edgewise in the `recesses 1S l in the rails A and projected a short distance within the ends oi said rails A for the purpose of assisting the tie to hold the ends of said rails against lateral displacement. The upper edges of the bars l) are provided with transverse notches E, which enter and are held in correspom'ling transverse corrugations F, l'ormed in the upper end ot' the recesses l in rails A. This prevents the bars l) from casually slipping endwise entirely within one rail and compels said bars to remain projected within the ends ot' both :u'ljaeent rails, thereby breaking the joint between the latter. The bars l) are corrugatedlaterally in order to permit a slight lateral displacement oi the rails A at their junction should the excessive expansion require a slight slipping, as aforesaid, ot' the end of one rail past that oi' another.

G is a metallic tie depressed or bent downward more or less at its longitudinal center and provided upon its upper surface with engaging-lugs ll, three oi which are adapted to slightly extend over and engage, respectively, the contiguous external lateral flanges A ot' the rail A. (.)nc of the outer lugs 1I upon each oi the ties (1i, other than the end ties, has merely a vertical iaee as dist-ingi'iished from the projecting' lip ot the other, in order to permitI the placing ol' the intermediate ties after the rails are in position upon the end ties and to permit the removal and substitution of ties after the track is in position.

It will be observed that but one of the inner lugs ll and but one of the outer lugs ll are 'formed on the same side olf the tie G, and each pair of opposinglugs llstand diagonally in parallel lines in reference to rail A. the junction of the rails A lugs ll engage the rails A near the extremity oi' thelatter, thereby holding the lap oit' the rails A in position; also, the ei'i'ect oi placing the two opposing lugs diagonally at the opposite sides or edges of the ties G is to render the interval between said opposing lugs greater when the tie is placed in position diagonal with said rails, with the opposing lu Il in line perpendicular to said rails, and less when. said tie is placed perpendicular to said rails. It results, tlwretore,i'ro1n this construction that when the tie is placed under the rails, so diagonal therewith that each pair of opposing lugs are directly opposite each other transversely et' said rails, the interval between the open ends ot said lugs ll sufficiently great to permit the passage of the `flanges A of the rail A. W'hen the lugs ll', with the tie in its diagonal position, have been. passed above the flange A, so that the rails A rest upon the tie G proper, the latter can be turned in position at right a'tngles to the rails A, the V[langes A passing within the lugs ll. To assist in this process ot' plaei ng the intermediate ties, the outer lug upon one olf the ties is formed with the vertical inner face, as ali'oresaid, so that the operator can more readily guide the three remaining overhanginglugs into position on the flanges A as the tie is being brought round perpendicular lo the rails. As the pressure upon the rails A is about universally outward, the fact that the vertical lug II has no downward grip upon the flange A is of little importance. The intermediate tics G can be placed alternately with their vertical lug on the outside of the ditterent rails A, so that the grip oi the engaging endlug l'I will be al- .iorded upon the outside o. each ot' said rails at each alternate tie.

The central portion of the tic G is given a downward depression J, so as to at't'ord means ot embedding said central portion. with the ordinary filling material, and also to a'l't'ord downwardly-extendi ng angles l( l( at the ends ot' depression J', which, being embedded in the earth, serve to prevent any end movement; of the ties G or lateral displacement of the rails A.

It' desired, the ties G at the ends ot the rails A may be provided with downwardly-extending ends l., as shown in Fig. 2, to further assist in holding said ties :from lateral and other movement, said ends being also inserted in the ground. This mode oli forming the tie G and holding the rail, together with the/insertion oi' the bars l), make it feasible to dispense with the usual external. lateral. lishplates, and tlleret'ore makes it practicable to use a much lower rail A.

The advantages of the double parallel recesses B in the rail A are that there is thereby afii'orded a central vertical support M, constituting the wall between said recesses and di rectly under the center ot' the rail A. The substitution olil metallic ties for those ol:` wood adds inealculably to the longevity of the ties, and inasmuch as in the form of tics shown it is feasible to use the worn-out rails such ties could be altorded large] y in the first instance at a proportionately small expense.

'Vhat I claim as my invention, and desire to secure by Letters Patent oi' the United States, is-

l. The combination oi the rail A, provided with recesses l B, and eorrugations l?, and bars l), provid ed with notches E, substantially as shown, and for the purpose described.

2. The combination of the tic G, provided with lugs ll,l:`ormed in diagonal parallel lines thereon, and the rail A, provided with diag onally-formed ends C, substal'itially as shown, and for the purpose described.

The combination oi' the tic G, provided with lugs l1l', and Arails A, provided with ilanges A', and diagonallyformed ends U, substantially as shown, and for the purpose described.

t. The combination of the tie (if, ln'ovided. with lugs ll, and central. le n'ession J, rails TOO IIO

A, provided with recesses B, and central supnotches E therein,substantiallyas shown, and 1o porting-Wall M, and flanges A', and the bars for the purpose described. D, substantially as shown, and for the pur- In testimony whereof I affix mysignatnrc 1n pose described. presence of two Witnesses.

5. The combination of the tie G, provided v with central depression J, and lugs H, the JACGB HAISH' rails A, provided with diagonal ends C, Wall Vitnesses: M, and recesses B, provided Wit-l1 corrugations CHARLES H. SALISBURY, F therein, and the bars D, provided with SAML. P. BRADSHAW. 

